Pressure fluid engine



July 10, 1951 J. J. KUPKA 2,560,295

PRESSURE FLUID ENGINE Filed April 19, 1946 s Sheets-Sheet 1 W W! J -INVENTOR arm WM ATTORNEYS July 10,1951 I v J. J. KUPKA- 2,560,295

PRESSURE FLUID ENGINE Filed April 19, 1946 r 3 Sheets-Sheet 2 INVENTOR ATTORNEYS y 1951 J. J. KUPKA 2,560,295

PRESSURE FLUID ENGINE Filed April 19, 1946 3 Sheets-Sheet 5 il gsg I 1 N INVENTOR B'Y MXM ATTORNEY Patented July 10, 1951 UNITED STATES PATENT QFFECE PRESSURE FLUID ENGINE Application April 19, 1946, Serial No. 663,301

2 Claims.

This invention relates to an improved cam shaft driving mechanism for pressure fluid operated reciprocating engines of the marine or locomotive type. More particularly, it relates to locomotive steam engines, in which the distribution of steam is effected by means of poppet valves which are actuated by rotary cams.

Heretofore, it has been the customary practice in the selection of cam shaft drives for such engines, to employ a train of toothed gearing to transmit properly synchronized motion from the main crank shaft to the cam shaft which cooperatively engages with the individual poppet valves on the power cylinders. In the case of locomotive engines reference is made to known methods to effect such transmission of rotary motion from the crank shaft or driving axle of the locomotive to the cam shaft in the poppet valve gears of the Caprotti type or the R. C. type, which are applied to a large number of locomotives. The necessity to make provision by means of splined shafts for changes in the length r of the intermediary transmission shafts between the gear box associated with the driving axle of the locomotive and the cam box located on top of the power cylinders, which are theresult of the inevitable relative movement of the driving axle within its guides in the main frames, leads very often to maintenance problems. Splined shafts in conjunction with universal joints require a different type of mechanic in the maintenance of such parts than is available in a good many instances in round houses or running sheds to which poppet valve equipped steam locomotives are assigned. This is especially true on overseas railways, where native mechanics are employed as a rule. Also the existence of toothed gearing in such cam shaft drives, which attendant observance of close fitting tolerances and extremely delicate adjustment of gear centres to obtain proper tooth contact, lead very often to inconvenience in case of replacement of worn parts should properly skilled mechanics be unavailable. The customary practice in the maintenance of steam locomotives does not require the observance of very close fitting tolerances and as a rule relatively delicate maintenance operations such as are required on gear boxes and universal joints with splines and dynamically balanced transmission shaftings are sometimes a handicap in the more general use of poppet valve gears for steam locomotives.

In one known type of cam operated poppet valve gear of the rotary cam shaft type, the

Cossart type, the transmission of power from the driving axle of the locomotive in synchronized movement to the cam shaft of the cam box is effected by a system of links and rods. Such a movement is disclosed in the German patent specification No. 479,494 and it depends essentially on the co-operative action of two eccentric arms at each side of the locomotive engine which are set at a relative angle of 90 with respect to each other. In order to compensate for any irregularities in the reproduction of the movement of the main pin of the driving axle on the cam shaft, a resilient member is interposed in the shape of a helical spring cushioned driving link which engages with the cam shaft crank on the Cossart system. The pro-loaded cushioned member frees the journal bearings of the train of movement transmission from any excessive shock loads which may occur in service. As the pre-loaded cushion member imposes by necessity larger pin loads, than are necessary, in order to prevent excessive overtravel of the driving link, all of the parts of this Cossart movement have to be made stronger than is necessary by cam shaft resistance considerations alone. In addition the continuous rotation of the cam shaft requires at all times the co-operative movements of both eccentric arms,

one on each side of the locomotive; in addition to the necessity of having such cam shaft extending from one engine side to the other through the centre of the locomotive. This very often interferes with the normally constructed exhaust passages leading from the power cylinder to the base of the blast pipe. The object of this new invention is to provide more simplified and novel means for the transmission of synchronized rotary movement from the driving axle or main crank shaft of a pressure fluid operated reciprocating engine, preferably of the locomotive type, to a rotary shaft mounted on the power cylinder, which actuates the pressure fluid distributing means, such as poppet valves. Such novel means consist entirely of links and arms with associated pins, to the exclusion of toothed gearing, Cardan shaftings and universal joints.

Another object of this invention is to provide such means, constructed in a manner which will insure substantially a true reproduction of the angular crank shaft displacement on the cam shaft or cam driving mechanism shaft located in the vicinity of the power cylinder in a fixed relationship with the same, notwithstanding the relative movement within the frames of such 3 an engine of the main driving axle or crank shaft, within the limits encountered in service. Such relative movement is mainly due to the unevenness of the road bed with the resulting action of the spring rigging in the case of a locomotive engine.

A further object of this invention is the provision'l'of" a cam -l'shaft drive for a. rotary scam mechanismyin which each power'cylinder in the case of a two cylinder locomotive is provided With an individual drive mechanism .to actuate the respective poppet valves, said--mechanism being located at the outside of the locomotive engine frames and easi1y'= accessible for inspection and which employs'onlythetype cr me-' chanical elements, namely, links, pins and swinging arms, with which the locomotivemaintaining crews are familiar, by virtue of employing in such mechanism the same elements whicl'rare customary with the Walschaert or Baker type of valve'gear.

*Still another objectof this invention is the 'provision of I a mechanism to drive' one rotating Smember from 1 a driving rotating 'I'n'ember by -no "d'ead centres prevail and which reproduces ithe angular movement ofthe driving'rotary 'shaft substantially in unison in the driven rotating m'ember small variations "in -the centredistance *betweenthe'two rotating members-notwithstand- :fings.

- Inlthese drawings:

Fig; 1 is a side elevation of so muchwof a :loco- "motive engine !as' is I necessary to: depict this inengine.

T Figli- 2' -isa perspective view 'of the said inven tion -showing 'the "assembly of the elements Y of the Fig. l-"intheir relationship with'the customary "mechanism for tr'ansmission' of power from the Icylin'ders to the driving wheels on a steam lo'co- Jnotive'engine of conventional :charact'er.

"Figf 3'is an isometricvi'ewof the compensator device embodied in the new invention andfiilly 'des'cri-bd in its fun'ctiori in the followingspeci-z -fication.

l Fig. 4 is a diagrammatic view showing the geometrical relationship of'the componentparts of this inventionwhen the cross head of the con- '4 l poses, no change in routine is required. As in the case of the familiar Walschaert or Baker type of valve gear, the roundhouse mechanic is confronted with the same kind of machinery, namely pins, links, pin bushings and swinging arms and eccentric arm. Replacement of worn parts, such as pins and bushings can be made from spares 'carried in stdck for the! WaIs'chaert or'Baker type of valve gear, as it is possible with "the new invention to so design its component parts, that interchangeability of bearings is possible. From :theeoperating point, such a feature oifers great advantages over the known types of poppet valve i". gearsfisince theanui'nber of spare parts to be kept irt'sto'ckis greatly reduced. In the case of over- *seas *r'ailroad operation, where spare parts are -=-not always-readily available, simple machine parts, such as are most likely to wear out in the "mechanism of the invention as depicted in the described illustrations, can be produced by the -maintenance facilities in round houses and 'running :sheds.

Thus "theavailabilit of a poppet ---valve equipped locomotive 'will be-increased,

' means of a system of links androds, in which 25.

should 'itrbe' necessary tocarryout running re- :pairs; without the need to carry stock spare parts. Incidental" to the previously mentioned advantages there may also be stressed one other desirable-feature. Whereas in the case of toothed "gearing-equipped cam' shaft'fdrive mechanism,

with Cardamshafts, universal joints'and splined -shafts; it is necessary to providevspeci'al timing 7 marks onthe'face-of the gears in order to facili- --ta-te reassembly, when'the cam shaft drive is to be-dismantled for'some. reason or anotherpthe -wh'ich is illustrated in the 'accompanying. drawview. of correct re-a'ssembly.

mechanismshown:in the accompanying. illustrations is practicallyfoolproof from the point of It can" be re-assembledbnly in one way, the correct way. It is i well to remember in "this-connection, that'in the "vention in its" relationship with said lo cong otive case of'the customary typesof rotary camshaft drivemechanism, such as-may be employed in "the. Caprotti or R. C. type of valve-gear, the locomotive must-be :spotted :in a certain position, rpreferablyin one ofits dead centre positions, in

-.- order tocheck- -coincidence 'ofs-the timing marks --on1the driving. gears and driven gears.

With a -driving gear box located in thecentreofthe driv- "ing axle,. this means verybftena zgoodadealwof inconvenience; especially ifthe locomotiveis' not placed-ona pit. The timing'marks are very often revered-with an accumulation of grease and dirt andrproperchecking takes some time andagood deal-of inconvenience. *Inthe-case of 'the mecha- --nism' ofxthe new inventionpas will readily be ap- -temp1ated --power cylinder occupies the bacl t venienceis avoided; since there is "only: one: way --of -reassembling" therlinkseand swingingcarmsiand automatic ":sync-hronization, Withouttany. :"of "the troublesome procedure in cam shaft drives 'offthe :preciatedifrom-the illustrations. all this inconknownvconstruction, is assured. 'I-hisirfeature again should "be considered as a mostr valua'ble advantage in cases of: locomotiveaoperations' on overseas railways, where relatively unskilled 11a- :d'rivmechanism corresponding to the bottom loos cation of: the main i'crank pin on a vertical centre line.

'-Similarnumerals' indicate corresponding parts throughout the detailed illustrations.

As willreadilybe seen: from "Fig.1 l and Fig; 2 the-nature of the mechanism-of theainventi'on re- .=quires the minimumwamount of .special skill on the parts-of the'mechanicswho-maintainthe customa'ry type of valve; gear of steam locomotives.

- tive maintenance staff fis the rule, rather": than v the exception.

By; referringeto-Fig. 1; the power'zcylinder l -is shown with its.-connection:tofits:.i'associated vcrosshead 2. The main rod'3 engageswitmmain :crank pin'4. ."Eccentric 'arm 5'whichcis securely attachedtto the maini crankpin 4 lags-behind in rphaseubydegr'eesr'or thereabouts. Thei'ec- 1 centric rod fi'which isiofi'the'familiar typelusedion the Walschaertoi Baker. valve motion, co-rop'era'tes r with a. double armed .lever' 8-, which Lis'ifulcrumed Fr-om the'point of acc'ess'ibilty foriinspectiort purfi m The-mpperfiend iofl this'isaid 116111016 member l6 slidingly engages with two parallel guide pins H, which are secured to a counterweight l9, which in turn is attached to the cam shaft 14. It is to be understood however, that the cam shaft It may also be substituted by another rotating shaft which is co-operatively connected with the cams which actuate the poppet valves of the power cylinder I. As is shown on Fig. 1 and Fig. 2, the rod 9 is also provided with another take-on point between its extreme ends, 1

which is actuated by a secondary link H. The swinging arm l 5, which is fulcrumed on centre Ill, receives its motion, which is in phase with main crank pin 4, through link I2 attached to the cross head 2. As is disclosed by Fig. '7, the upper extension of swinging arm 15, which engages with secondary link H, is shown with a right angle location with respect to the lower extension which connects with link l2. As will be explained later on, this angular position is of extreme importance to the proper functioning of the new cam shaft drive mechanism, since it eliminates the effects of dead centres.

By referring again to Fig. 3, it should be noted, that the two parallel pins [1 make it possible for the geometric centre of pin I3 to move radially with respect to the axis of rotation of shaft l4, which in the preferred embodiment of the invention is the cam shaft proper of the poppet valve gear. This is of course a restricted radial movement, within limits of fractions of an inch from a given centre position and its purpose is solely the provision of compensation for-irregularities in the train of movement transmission which may be due to excessive movementwithin the frames of the main driving axle of the locomotive. Were it not for such feedom of radial movement, rods 9 and eccentric rod 6 would be subjected to alternative tension and compression loads, which may be in excess of their mechanical strength. Such excessive loads are likely to occur each time the eccentric arm pin and the cam shaft drive pin l3 are in their dead centres. This can be best appreciated by consulting Fig. 5 and Fig. '7. Due to inevitable wear between the main driving boxes and the frame pedestal guides and the journals and driving axles, the actual centre distance measured in a horizontal direction between the driving axle and the cam shaft on top of the power cylinder tends to become variable. It becomes smaller when the main pin is moving on the upper half of the main pin circle for foreward motion of the locomotive engine, under the influence of the piston thrust. When the main crank pin travels in the lower half of the main pin circle, as is shown by Fig. 7 the piston thrust tends to increase the centre distance between the main driving axle and the cam shaft [4. It is quite obvious under such conditions, that an alternative stretching and buckling action in the power transmission train is bound to occur, unless a compensator is provided. The sliding block H5 gives the desired freedom for the pin lit to find its own position, without materially affecting the trueness of reproduction of the rotary motion between the driving axle and main pin 4 and the rotary cam shaft I4. Without the creation of a secondary power impulse to overcome the dead centre effects, every time the double armed swinging lever B occupies one of its extreme positions,

the cam shaft I4 would not be able to overcome its dead centre, if it is in the position shown on Fig. 1, Fig. 5 and Fig. 7. The function of the secondary link II in these dead centres is the creation of a properly directed thrust which acts substantially in a perpendicular direction with respect to the centre line of rod 9, so as to propel pin l3 in the absence of any thrust being transmitted from the double armed lever 8. When the cross head 2 is in one of its dead centre positions, as shown by Fig. 4 and Fig. 6 the cam shaft driving pin l3 occupies a position on a vertical line passing through its centre. The compensator 16 which carries pin I3 is then free to move radially in a vertical direction, to find again its own position, without subjecting the linkage to excessive compression or tension stresses, which would occur, if the pin [3 were rigidly connected with its cam shaft 14. A vertical displacement of the driving axles within the frames due to the spring action is not likely to affect noticeably the angular position of the cam shaft 14, since the versine elfect due to the comparatively long main rod 3 and eccentric rod 6 will cause practically no supplementary movement of cross head 2 and the lower take-off point of the double armed lever 8. In order to obtain themost satisfactory conditions of transmission of the rotary movement of the main pin 3 to the cam shaft driving pin I3, the geometric relationship of the various component parts of the new invention should conform with certain rules. These are conveniently expressed by ratios of the lengths of the links and rods. By referring to Fig. 5 the following symbols are noted:

Stroke of the cross head 2: :1

Throw of eccentric arm pin: a.

Length of eccentric rod 6: i

Radial distance of lower pin centre of double arm 8 from its fulcrum 1: c

Radial distance of upper pin centre of double arm 8 from its fulcrum 1: b

Length of rod 9: g+h

Nominal throw of cam shaft driving pin circle: I

Length of long end of swinging arm l5: d

Length of short end of swinging arm l5: e

The following ratios should govern the selection of the lengths of the various parts of the new invention:

In addition to the foregoing it is essential to arrange for substantial parallelism between the rod 9 and the short end extension of the swinging arm l5 when the main pin 4 occupies its top or bottom position as is indicated by Fig. 5 and Fig. 7. Line X-X which coincides with the centre line of the short end extension of swinging arm I5 is clearly shown to be substantially parallel with rod 9, which in Fig. 7 is also substantially perpendicular with respect to the centre line of the long end extension of the swinging arm l5 for the main pin positions shown.

It should be noted however, that the perpendicular relationship of line XX and the long end extension of swinging arm I5 is only to be observed, when there is right angle intersection between the two extensions of said swinging arm 5 i115; Shauldiitikbeafoundz-necessarygtoa make 1- the :qangle of-;intersection;of thesertwo extensions of swingingarm--|5 othenthan.9Q;degrees,?theloca- *:;tion-;of;the fulcrum; centre 1: must -be-arranged ;to, ensure parallel-ism' between"the centre line of rOd" 9 corresponding to main -pin positions oi -Fig. -5-{and- Fig. 7 and-the lineXXwhich-coincides --with the-centre line of the=short end-extensionof main; pin positions.

,ithe; swinging arm --l 5,:-prevailing for "these two Finally;- it is ;also possible "withthis new inventionto arrange. for permanent alignment of the fulcrumsi for levers8 and" l 5* by rincorporationof 'same withinthe cross head guide support-l8 as is'shown'by Fig. 2.

''While the" above description; and illustrations 1 submitted :refer; to: a specific application of; the new invention to alocomotive type of steamengine-,;it will beunderstood-by thosesk-illed, in the -art-,that the specific 'detailsiof constructionmay also be applied :to marine'engi-nes; employing camshafts of. the rotary type or to any "other --type of engineorv mechanism, where it is found desirable and advantageous 'totransmit, arotary --motion in a substantiallysynchronous-manner -fromone driving member to a driven member, without the use of toothedgearing, Cardan-shafting and -splines,rsmall variations in the distance between the'centres of .the 'two rotating members notwithstanding.

-5Having now described {my invention, what I claim and'desiretoprotectby Letters Patentis: 1. in a-reoiprocating pressure fluid'drivenloco =---motive -=engine," a. power -cy1inder,; a cross. head associated therewith; mechanism for; transmission of power fromrisaidopower-cylinder to the driving wheels of such engine, a crank pin associated with a driving wheel" ofsuch engine, pressure fluid distributing means associatedwith said power cylinder, a rotary shaft co-operating with the pressure fluid distributing means5aforesaid, a driving member'for" actuating said rotary shaft which'is free to move substantially in a radial direction with respecttothe axis of rotation .of the aforesaid rotary shaft, a connecting rod provided with three journal bearings or pins,

one of which" being in en agementwith fthe radially moveable driving member aforesaid,

V aswinging lever connecting with another journal bearing or pin. of the aforesaid .-connecting-rod at one part and actuated at anQthen-part'ther-Veof by an eccentric arm set at an angle of 90 degrees or thereabouts with, respect: to'. its. as-

scciated crank pin whichrec-operates. withthe epower'transmitting mechanism between the power cylinderand the driving wheels, a.-secondary swingingarm engagingby means of a link with the remaining:journalbearing or pin of the aforesaid connecting rod and driven from the crosshead associated with-the aforesaid'powercylinder and fulcrums'for'said swinging lever and secondary swinging ar-mwhich are in aselectively predetermined and fixed relationship with respect to the engine bed of such locomotive engine.

2. In pressure fluid driven locomotive engine or the like, a pressure --fiuid-distributing system, a rotary member-therein to effect the timing of the valve events; in combination with mechanism for-transmission of power from the power cylinders to the driving wheels or crank shafting mechanism to actuate thesaid rotary member, comprising an associated connecting "rod,- a cross head actuated swinging bell crank; a swinging 'arm actuated'byaneccentric arm'set at a right angle 'orthereaboutswith respect to the main pin or the crank pin associated with' aforesaid crosshead, a link connection betweenapart of the said swinging bell crank andthesaid connecting rod at a point selectively located withrespect to the junctions on said connecting rod established for the rotary member of-thepressure fluid distribuv REFERENCES CITED -The following references: are of record in the file "of this patent:

UNITED STATES PATENTS Name Date mBloomsburg et a1. May 28,1867

Number 

